Apparatus for the control of railway car retarders



Jan. 28, 3%6. J. w. LIVINGSTON APPARATUS "FOR THE CONTROL OF RAILWAY CAR RETARDERS Original Filed Feb, 11, 1932 x I Q Q amp m WWW u /vfio 0F? 7 M 1 E E v m I. 5 0 I O ,m 7 w M 1 4 w M m 0 JL 0 8 a A p l/ w w w E 5 O 0 6 5 8 I 55 1 6 945 0 ZOOWO 0 h, .4 2 5 P #9.. 2 m. w 5 N/IUD. 1 X4 0 Q 5 N w 4 IN V E NTO R John ll). Livingston ATTORNEY Patented Jan. 28, 1936 UNITED STATES PATENT OFFICE APPARATUS F03 THE CONTROL OF RAILWAY CAR FiETARDERS John W. Livingston, Wilkinsburg, Pa., assignor to The Union Switch & Signal Company, Swissvale, Pa., a corporation of Pennsylvania 6 Claims.

for securing several different pressures in the actuating mechanism with a minimum number of line wires between the mechanism and its controller lever.

1 The present application is a division of my Patent No. 2,022,086, granted on Nov. 26, 1935, for Apparatus for the control of railway car retarders.

I will describe one form of apparatus embody- 15 ing my invention, and will then point out the novel features thereof in claims.

The accompanying drawing is a diagrammatic view showing one form of apparatus embodying my invention.

Referring to the drawing, the reference character A designates a car retarder comprising two braking bars 2 and 3, located on opposite sides of, and extending parallel with, one track rail I of a stretch B of railway track, and two similar braking bars 2 and 3 located on opposite sides of, and extending parallel with, the other track rail i of the stretch B.

The car retarder A is controlled by a fluid pressure motor M comprising a cylinder 4 con- 50 taming a reciprocable piston 5 which is attached to a piston rod 5 The braking bars 2, 3, 2 and 3 are operatively connected with the piston rod 5 of motor M through a suitable linkage including a lever 6 pivoted at 6 When piston 5 of motor M moves to its left-hand position, braking bars 3 and 3 of car retarder A are moved toward the right, and braking bars 2 and 2 are moved toward the left, and the braking bars then occupy their ineffective or non-braking positions, as shown in the drawing. When piston 5 is moved to its right-hand position, however, the braking bars are each moved toward the associated rail to their eiiective or braking positions in which they engage the sides of the wheels of a railway vehicle traversing rails I and l Motor M is controlled by three magnet valves D E and F These valves are similar and each comprises a valve stem 7, biased to an upper position by a spring 8 and provided with an ar- 5 mature 9 and a winding Hi. When valve D is energized, valve stem 1 of this valve moves downwardly against the bias exerted by spring 8, and a pipe l i which communicates with the left-hand or application end of motor M is then con- 55' nected with a pipe I2 which is constantly supplied with fluid pressure, usually air, from a suitable source not shown in the drawing. When valve D is deenergized, however, valve stem l of this valve is moved upwardly by spring 8, and pipe ii is then disconnected from pipe l2. When valve E is energized, valve stem I of this valve moves downwardly, and pipe I l is then connected with atmosphere through a pipe [3 and a port i i, but when valve E is deenergized, pipe II is disconnected from atmosphere and a pipe l5 m which communicates with the right-hand or restoring end of motor M is vented to atmosphere through port it. When valve F is energized, valve stem 1 of this valve moves downwardly and connects pipe !5 with pipe [2, but when valve F is deenergized, pipe [5 is disconnected from pipe 12. It will be apparent, therefore, that when valve D is energized, the application end of motor M is supplied with fluid pressure, and when valve F is energized, the restoring end of motor M is supplied with fluid pressure. Furthermore, when valve E is energized, the application end of motor M is vented to atmosphere, and when valve E is deenergized, the restoring end of motor M is vented to atmosphere. Valves D E and F are controlled in part by a plurality of similar pressure responsive devices each designated by the reference character K with a distinguishing exponent and subscript.

Referring to the pressure responsive device K1 for example, this device comprises a Bourdon tube it, connected by means of a pipe ll with the application end of motor M and hence subjected to the pressure in the application end of motor M The Bourdon tubes it each controls two contacts l8l8 and !8l8 and are arranged to operate in succession as the pressure in the application end of motor M increases. For example, for all pressures below ten pounds per square inch, the contact l8|8 of each of these devices is closed. If the pressure exceeds ten pounds per square inch, however, contact l8l 8 of device K1 opens, and if the pressure exceeds twenty pounds per square inch, contact l8-l8 of device Ki closes. In similar manner, the pressure responsive device K1 is adjusted to open its contact !8-i8 at forty pounds per square inch, and to close its contact l8i8 at fifty pounds per square inch. Of course, these specific pressures are not esential but are only mentioned for purposes of explanation.

The valves E and F are also controlled in part by a contact G which, in turn, is controlled in accordance with the position of piston 5 of motor M in such manner that this contact will ignated R, and is the position in which the lever is placed when it is desired to restore the braking bars of the car retarder A to their ineffective or non-braking'positions. T e second position of the lever L is designated N, and is the normal position, that is, the position in which the lever L is placed whenfno control of the retarder by the lever L is desired. The third and fourth positions oi? the lever L are designated P and P respectively, meaning that when the lever is in position P 2. pressure of be- 1 tween ten and twenty pounds per square inch will be maintained; in the left-hand, or application end, of motor M and when the lever is in the position P a pressure of between forty and fifty pounds per square inch will be maintainedin the application end of motor M The last position of the lever L is designated P when the iever is in this position the full availak le pressure will be admitted to the left-hand pressure responsive devices K1 andor non-braking positions.

end of the'motor, it being assumed that the full available pressure is eighty pounds per square inch. r

Lever L controls a. plurality of contactsgzl to 25; inclusive, adjacent each of w ich is placed afietter or letters which correspond to thelever position or positions for which the corresponding contact is closed. For exampie, contact 22 is closed only when lever L occupies its R position. Similarly, contact '24 is closed in the P position of the lever, the P 5 position of the lever, or any position intermediate these two positions. a j q Lever L will usually be llocated at a. point remote from the braking apparatus, as in the control cabin of a classification yard car retarder system, and will be connected with the braking apparatus by means of line wires extending from the control cabin to the braking apparatus. As shown in thegdrawing, lever L occupies its normal position, and all circuits leading to the retarder actuating apparatus are therefore open.

The valves D E and F are therefore all deenergizeolso that the supply of fluid pressure to both ends of cylinder 4 of motor M is cut off, and the right-hand end of cylinder 4 is vented to, atmosphere. The contacts l8l8 or the W K 40 5ll are both open, and the contacts l8-E8 are both closed. Piston 5 of motor M occupies its extreme leit-hand position, and the braking bars of the car, retarder A therefore occupy their ineffective Since piston 5 er motor M occupies'its extreme left-hand position, contact G is open.

In explaining the operation of the apparatus as a whole, I will' first assume that the operator desires'to apply a pressure of between ten and twenty pounds per square inch to the application end of motor M to cause the braking bars of the car retarder A to exert "a corresponding pressure on the wheels of a passing car. To do this, he moves lever L to position P whereupon a circuit for the application valve D becomes closed, which circ iit passes from a suitable source of current, here shown as a battery H, through wire34, contact24 of lever L wires 35, 36 and 37, contact 28 of lever L line wire 38, contact i3tt of pressure responsive device Ki wire 39, winding iii of valve D line wire ti, wire 42, contact 2i of lever L and; wires 33 and At back to battery The application valve D therefore becomes energized and admits fluid pressure to the application end of motor M until the pressure reaches ten;pounds per square inch, at which time contact Elli-48 ioi pressure responsiveedevice K1 opens and interrupts the circuit just traced for vaive D so that this valve again becomes deenergized. The applied pressure is, however, retained in theiapplication end of motor M It the pressure in the application end of motor M exceeds twenty pounds per square inch for. any reason, contact l8-l8 of pressure responsive device Ki will become closed and will complete a circuit for the exhaust valve E which passes from battery. H through wire 3 contactfit of lever L wires 35, 3t and 3?, con

tact 23 of lever L linewire 38, contact Iii-i8? or pressure responsive device K110"20, wire 45, :winding iii of valve E wires it and G'Lcontact G wireils, line wire ll, wire Q2, contact 2! of elever L and wires i3 and i i back to batteryH:g

fIhe current flowing in this circuit will jenergize :the exhaust valveE and this valve will there.- iore operate to exhaust fluid from the application end of the motor M until the pressure again decreases to twenty pounds square inch, whereupon contact i8i 8 will open and winding lfl of the exhaust valve E will again become de energized. r

If, now, the operator desires to increase the pressure in the application end of motor M to ;between forty and fifty pounds per square inch to increase the braking effect of the car retarder A he moves lever L to its P position. The application valve D then becomes energized by virtue of a circnit which passes from batteryH through wire 36 contact 2c of lever L Wires'35, 36, 37 and Q9, contact 29 of leverL line wire 50, wire 5 l an asymmetric unit J 1 in its low resistance direction, wire 53, contact 58-48? of pressure responsive device K1 wires 5% and 39, wind= ing it! of application valve D line wire ll, wire '52, contact 2i or" lever L and wires t3 and 4% back te battery H. The application valve D the circuit just traced for this valve is opened at contact l8---l8 of pressure responsive device K1 If thepressure in the app-lication'end of motor M exceeds fifty pounds per square inch for any reason, exhaust valve; E will become I remains energizfed under thcseconditions untig 'the pressure in the application end of rnotor reaches'forty pounds per square inch, whereupon energized, and will exhaust fluid from the motor until the pressure again decreases to fifty pounds per square inch, the circuit for the exhaust valve under these conditions being from battery H through wire 3 contact 24 of lever L wires 35, 36, 3'! and 49, contact29 o1 lever L line wire 50, wire 5!, asymmetric unit J in its low resistance direction, wire 53;;contaot l8i8 of pres-' sure responsive device :K1 wires 55 and t5, winding It or exhaust salve Ekwires s6 and t1,

contact G wire 8, line wire k wire t2; contactf 56, contact 26 of lever L wires58 and. 32, line wire 4|, winding It of valve D wires 39, 54 and 59, an asymmetric unit K in its low resistance direction, wire 6|, line wire 5!], contact 29 of lever L wires 49, 3?, 36 and 35, contact 23 of lever L and wire M back to battery H. This circuit does not include any of the contacts of the pressure responsive devices K, and consequently, the full available operating pressure will be admitted to the application end of motor M under these conditions.

It should be pointed out that if the operator moves the lever L from a position corresponding to a higher pressure to a position corresponding to lower pressure, the apparatus will immediately and automatically reduce the pressure in the application end of motor M to a value corresponding to the new position of the lever in a manner which will be apparent from the drawing with out tracing the sequence of operation in detail; In order to restore the braking bars of the car retarder A to their inefiective or non-braking positions, the operator places lever L in its R or restore position. When the lever occupies this position, circuits are completed for both the exhaust. valve E and the restoring valve P, so that both of these valves now become energized. The circuit for the exhaust valve E passes from battery I-I through wires 35 and 56, contact 25 of lever L wire 3%, contact 27 of lever L line wire 62, an asymmetric unit 0 in its low resistance direction, wire 45, winding it of valve E wires 35 and ii, contact G wire 38, line wire 4!, wire 65, contact 22 of lever L andwire hack to battery 1-1.

The circuit for valve F passes from battery H through wires 3 and 56, contact 25 of lever L wire 3t, contact 2'! of lever L line wire 62, wire 55, winding is of valve F wire 41, contact G wire 48, line wire ii, wire 6'3, contact 22 of lever L and wire at back to battery H. The energization of the exhaust valve E vents to atmosphere the fluid pressure which was previously supplied to the application end of motor M while the energization of the restoring valve F admits fluid pressure to the restoring end of the motor. Piston 5 of motor M therefore now moves to its extreme left-hand position to restore the braking bars to their ineffective or non-braking positions. When piston 5 reaches its extreme left-hand position, contact G opens and interrupts the circuits which were previously closed for valves E and F thus deenergizing these valves. Lever L may then be restored to its normal or N position, and when this is done, all parts will occupy their normal positions in which they are shown in the drawing.

It should be particularly pointed out that with apparatus embodying my invention, I effect the desired control of the magnet valves D E and F by means of only four line wires M, 62, 38, and 53, a first pair of which 4! and 62 are supplied with current or" one polarity from battery H over contacts 22, 25, and 2? of lever L- when this lever occupies its R position, a second pair of which ii and 33 are supplied with current of one polarity from battery H over contacts 2 l, 2 and 28 of lever L when this lever occupies its P position, and a third pair of which AI and 5B are supplied with current of one polarity from battery H over contacts 2!, 24, and 29 of lever L when lever L occupies its P position and with current or" the opposite polarity from battery H over contacts 23, 25, and 29 of lever L when this lever occupies P position. It should be out that the desired control of the valves by means of only four line wires is made possible by the use of the asymmetric units K J and 0 the particular functions of each of which will now be made clear.

Considering first the asymmetric unit K when lever L occupies its P position and contact l8lf of pressure responsive device Ki is closed, valve D is energized by current which flows from line wire 50 through wire 55, asymmetric unit J in its low resistance direction, wire 53, contact l8---l8 of pressure responsive device K140 50, wires 54 and 39, and winding 10 of valve D to line wire 4 I, whereas, when lever L occupies its P position, valve D is then constantly energized by current which flows from line wire t! through winding N3 of valve D wires 39, 5 5, and 59, asymmetric unit K in its low resistance direction, and wire 6i to line wire 56. If asymmetric unit K were not provided, then when lever L occupies its P position and contact !8l8 of pressure responsive device K140 5D opened, the valve D instead of becoming deenergized in the desired manner would remain energized.

Considering next the asymmetric unit J when lever L occupies its P position, contact l3l8 of pressure responsive device K140 50 is constantly closed, and if the asymmetric unit J were not provided, current would then flow from line wire ll through wire 48, contact G wires s? and G5, the winding E6 of valve E wires 45 and contact i8-l8 of pressure responsive device Ki and wires 53 and 5! to line wire 50, and also from line wire t? through wire 48, contact G wire ii, the winding Id of valve F wire 85, asymmetric unit 0 wire 55, contact lit-58 of pressure responsive device K1 and wires 53 and El to line wire 50, thus causing valves E and F to become improperly energized. Due, however, to the asymmetric unit J this improper energizetion of valves E and F is prevented.

Considering next the asymmetric unit 0 when lever L occupies its R position, curent flows from line wire 62 through asymmetric unit 0 wire 55, winding 26 of valve E wires it and H, contact G and wire 48 to line wire 65, and also from line wire 62 through wire 66, winding if) of valve F wire 4?, contact G and wire 8 to line wire 4 i. If the asymmetric unit 0 were not provided, then when lever L occupies its P position and the pressure in the motor cylinder increased to 50 pounds per square inch, current would flow from line wire E39 through asymmetric unit J wire 53, contact H3-1I8 of pressure responsive device K1 wires 55 and 66, the winding it of valve F wire M, contact G and wire 38 to line wire 5|, thus causing the valve F to become improperly energized under these conditions.

Although I have herein shown and described only one form of apparatus for the control of railway car retarders embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Apparatus for controlling the supply of fluid pressure to a car retarder actuating motor comprising an application magnet, an exhaust magnet, a normally closed contact responsive to the pressure in the application end of said motor and arranged to open at a predetermined pressure, a normally open contact responsive to the pressure in the application end of said motor and arrange to become closed at a pressure somewhat higher the remaining asymmetric unit for connecting said application magnet with said line wires, said'two asymmetric units being oppositely disposed with respect to said line wires, and means including said remaining asymmetric unit and said normally open contact for connecting said exhaust magnet with said two line wires.

2. Apparatus for controlling the supply of fluid pressure to a car retarder actuating motor comprising an application magnet, an exhaust magnet, a normally closed contact responsive to the pressure in the application end of said motor and arranged to open at a predetermined pressure, a normally open contact responsive to the pressure in the application end of said motor and arranged to become closed at a pressure somewhat higher than said predetermined pressure, two line wires, means for reversibly supplying current 'to said line wires, two asymmetric units, means including one of said asymmetric units for connecting said application magnet with said two line wires, means including said normally closed contact and the remaining asymmetric unit for connecting said application magnet with said line wires, said two asymmetric units being oppositely disposed 'with respect to said linewires, a third contact controlled by said motor, and means including said third contact, said normally open contact and said remaining asymmetric unit for connecting said exhaust magnet with said line wires.

3. Apparatus for controlling the supply of fluid pressure to a car retarder actuating motor comprising an application magnet, a restoring magnet, an exhaust magnet, means for at times energizing said application magnet; a first, a second, and a third line wire; means for supplying current to said first and second and said first and third line wires, means for connecting said restoring magnet with said first and second line Wires, two asymmetric units, means including one of said asymmetric units for connecting said exhaust magnet with said first and second line wires, a contact responsive to the pressure in the application end of said motor and arranged to operate at a predetermined pressure, and means including said contact and the remaining asymmetric unit for connecting said exhaust magnet with said first and third line wires. 7

4. Apparatus for controlling the supply of fluid pressure to a car retarder actuating motor comprising an' applicationmagnet, anjexhaust magnet, a restoring magnet; a first, a second, and athird line wire, means for supplying current of one polarity to said first and second line wires and of one polarity or the other to said first and third line wires, means for connecting said restoring magnet with said first and second line wires, three asymmetric units, means including a first one of said asymmetric units for'connecting said exhaust magnet with said first and second line wires, a normally closed contact responsive to the pressure in the application end of said motor and arranged to open at a predetermined pressure, a normally open contact responsive to the pressure in the application end second one of said asymmetric units for connecte ing said application magnet with said first and third line wires, means including a third one of said asymmetric units and said normally closed contact for connecting said application magnet with said first and third line wires, and means including said third asymmetric unit and said normally open contact for connecting said exhaust magnet with said, first and third line wires.

5. Apparatus for controlling the supply of fluid pressure to a car retarder actuating motor comprising an application magnet, an exhaust magnet, a restoring magnet; a first, a second, and a third line wire, means for supplying current of 7 one polarity to said first and second line wires and of one polarity or the other to said first and third line wires, a first contact responsive to the position of the piston of said motor, means including said first contact for connecting said restoring magnet with said first and second line wires, three asymmetric units, means including a first one of said asymmetric units and said first contact for connecting said exhaust magnet with said first and second line wires, a normally closed contact responsive to the pressure inthe appli-, cation end of said motor and arranged to open at a predetermined pressure, a normally open contact responsive to the pressure in the application end of said motor and arranged to become closed at a pressure which is somewhat higher than said predetermined pressure, means including a second one of said asymmetric units for connecting said application magnet with said first and third line wires, means including a third one of said asymmetric units and said normally closed contact for connecting said application magnet with said first and third line wires, and means including said third asymmetric unit and said normally open contact as Well as said first contact for connecting said exhaust magnet with said first and third line wires.

6. Apparatus for controlling the supply of fluid pressure to a fluid pressure motor comprising a' single source of electromotive force; first, second, third, and fourth line Wires; means for at times supplying current of one polarity from said source to said first and second line wires and at other times to said'first and third line Wires, means for at still other times sup-plying current of one polarity or the other from said source to said first and fourth line wires, an application magnet, an exhaust magnet, a restoring magnet, first and second normally closed contacts responsive to the pressure in the application end of said motor and arranged to open at progressively increasing pressure values, first and secondnormally open contacts responsive to the pressure in theapplication end of said motor and arranged to become closed at pressure values which are somewhat higher respectively than the pressure valuesat which said first and second contacts open, a fifth contact responsive to the position of the piston of said motor, three asymmetric units, means including a first one of said asymmetric units for connecting said application magnet with said first and fourth line wires. means including a second one of said asymmetric units and said second normally closed contact for connecting said application magnet with'said first and fourth line wires, means including said first normally closed contact for connecting said application magnet with said first and third line wires; means including said second asymmetric unit and said second normally open contact as well as said fifth 75 contact for connecting said exhaust magnet with said first and fourth line wires, means including said first normally open contact and said fifth contact for connecting said exhaust magnet with said first and third line wires, means including the third one of said asymmetric units and said fifth contact for connecting said exhaust magnet with said first and second line wires, and means including said fifth contact for connecting said restoring magnet with said first and second line Wires.

JOHN W. LIVINGSTON. 

